AUTO CHANGES

Sun (Auckland), Volume 1, Issue 12, 5 April 1927, Page 11

AUTO CHANGES

PAST AND FUTURE PLENTY IS HAPPENING That plenty happened in the past 12 months is shown by the final details now received, though most people cannot see much difference between 1926 and 1927 cars, just as they appreciate little cha-ge in themselves in a considerably longer period. Not all of the improvements have yet made their appearance in New Zealand. Looking over the 1926 list one realises that the new chromium plating heads the list. Even if it turns out that this substance only replaces nickel on the exposed surfaces usually covered by white metal, this is a major improvement, for chromium, unlike nickel, is weatherproof. It starts bright, and is almost wear-proof. The hope is that this new material will take its place in the working parts of the engine. Being much harder than the hardest steel it should give wearing surfaces many times their present life. Another improvement, and one that may be passed over by 99 out of 100, is the introduction by a leading manufacturer of hypoid rear axle gearing. This may sound the knell of the usual spiral bevel. The hypoid gearing is calculated to give quieter working, and much longer life, together with the ability to locate the driving shaft

lower, which in turn permits lowering of the chassis. It has, however, a competitor in the revised use of worm gearing for rear axle drives. Improved designs have been tried, and promise to exceed the life of any other gear at the same time being absolutely quiet. The 1927 car is a vastly more luxurious vehicle than its 1926 prototype—though we have by no means reached the limit. Tfc new car is so quiet becaLise of small improvements, that the spiral bevel is making itself hpn*~d where it was previously concealed by other noise. its liability to' prove objectionable has caused the study of other types. The insatiable demand of the users is forcing the position. Rubber and rubber fabric are being brought into use in eliminating noise. Valve noise is being decreased by shaping the cams and giving slower movement, while engineers are concentrating on the reduction of crankshaft and piston noise and vibration. The best of it is that the engines can be expected to stay quiet, which models of quite recent date did not do. Nearly all cars, except those "on the low price level —I am referring particularly to American innovations —are being fitted with air cleaners, and oil filters or recitifiers, with a view to reducing wear, and maintaining the engine in proper condition. The remainder of the car has been studied and improved with the idea of its keeping up with the engine. Stronger chassis, improved lubrication,

shock absorbers, and easier starting | are playing their part more than ever before. THE GLORIOUS CHARIOT ! The average buyer wants a glorious j chariot, perfect in detail, and manu- ! facturers have done much to fulfil his ! desire. Careful study of body lines, I and, in many cases standard colours, have helped. The trend is definitely I toward delicate colours which please ! the eye and more properly express the ! general luxury of the modern car. Even tyres have come under the improvement. No doLibt much of the I improvement is primarily due to the i increasing influence of women buyers. \ Yet prices have not been increased • according to the improvement, mainly, perhaps, because of the improved methods of the manufacture allowing of steadily improved quality at decreasing cost —and leading manufacturers hope for better yet. IMPROVEMENTS EXPECTED Having mentioned in outline what occurred in 1926, let me now list the things the manufacturers are at present engaged on. They include: 1. Nearly wear-proof cars. 2. New springs. 3. —Safety glass. 4. —Greater economy. 5. —Greater power. 6. Brighter colours. 7. Lower chassis. 8. —Smaller wheels. i 9. New brakes.

10. —Automatic transmissions. 11. New valves. 12. Decreased costs. There have been great innovations in the past, but those of the future are likely to be just as great, though this list cannot become the rule this year. Many disappointments will be suffered by the manufacturers and probably a few by the buyers. In the past two or three years there has been much talk of higher compression engines, made possible by the use of higher compression fuels. By raising compression from 20 to 40 pounds a large increase in power and fuel economy is obtained. Some even hold that the present mileage to a given quantity of fuel can be doubled. New Zealand cannot expect to see this change in the next year or two, and this change in America has been held back by lack of high compression fuel distribution. This difficulty is, however, disappearing. Owners do not have to worry about a radical change which will put their present machines out of date, because the fitting of a new cylinder head comprises most of the necessary alteration to the engine. The belief that someone will yet solve the question of automatic transmission (gear-changing) has not yet been “downed.” Many engineers are working on it, and it is reasonable to suppose that, sooner or later, a suitable transmission will be brought forward: In fact, a new torque converter has recently received a lot of favourable attention in Europe, and a new electric drive, invented in America, gives promise of success. Whether springs will remain as they are is questionable. The present-day springs are little removed from those of the stage coaches of many years ago. Radical changes are being considered. The least we can expect in the meantirrfe is a softer metal, properly controlled, which will tend to remove much of the present harshness. Brakes of the future may be quite different. One manufacturer has brought out a new lining material calculated to withstand water, oil, and heat. It is applied ,to the brake shoe without rivets. Incidentally, the trend in brakes is inclined away from fourwheel brakes. Until recently cars were built much on the theory that, if a driver had a collision, he was plain out of luck. In other words, the theory—and it has much to support it—is that motorists should not have collisions. However, it must be admitted that a few are unavoidable, and insofar as possible they should be considered in the construction of a car. All-steel bodies, and safety glass, have helped, but there still remains room for improvement in front bumpers. The bumper has yet to be put on the market that will do as much as possible to reduce shock, and consequent physical damage. There is not much hope for the man who hits a tree at 40 to 60 miles an hour, but at 20 miles an hour there should be less damage than at present. Cars of the future will have greater power without increased size. Many English cars already demonstrate this, but even more improvement is hoped to result from a greatly improved valve manifold, and combustion chamber. Developments plus much work by experimenters on new valves suggest that the trend will be away from the present popular poppet valve.